Photo-lftho



(Nb Medel.) 3 sheets-sheen 1.v

P. A, HOLLEMAN. GONIROLLING A-ND DISCHARGE VALVBPORVGOMPRESSED AIR BRAKES.

- w/TNESSES: /NQE/vof? c? 7K @fm A fr0/ME ys 3 N.A A M E L L 0 H A. R

GONTROLLING AND DISCHARGE VALVE POR GOMPRESSED AIR BRAKES.'

' NQ. 527,855. Patented ont. 23, 18%Y N um v LN m1* .Whg H 2.. MSN. R *..WPN www..

w/r/vEssEs:

/NVENTOH ATTORNEYS nanars PETERS co, mmirma., wAsnmaroN. u4 cA (No Model.) a sheets-sheets.

P. A. VHOLLEMAN. .Y GONTROLLING AND DISCHARGE VALVE FOB. GOMPRESSED lAIR BRAKES.

N0. 527,855. Patented Oct. 23, 1894.

WITNESS/58.' /NVENTH AMM TTOHNE YS fHE cams Fmg: coA. PHOTO-umu.. wnumown, D. c.

UNITED i STATES t kPMFENT OFFICE.

FREDERIK ARNOLD HOLLEMAN, OF OISTERWIJK, THE NETHERLANDS.

CONTROLLING AND DISCHARGE VALVE FOR COMPRESSED-AIR BRAKES.

SPECIFICATION forming part of Letters Patent No. 527,855, dated October 23, 1894. Application filed February 21,1893. Serial No. 463151. (No model.)

To all whom it may concern;

Be it known that I, FREDERIK ARNOLD HOLLEMAN, asubject of the Queen of The,

Netherlands, and a resident of Oisterwijk, in the Kingdom of Holland, haveinvented a new and useful Improvement in Controlling and Discharge Valves for Oom pressed-Air Brakes, of which the following is a specification.

This invention relates to valves for use in connection with compressed air-brakes whereby these brakes can be transformed into quick-acting brakes.

In the accompanying drawings, Figures 1, 3 and 4 are longitudinal sections of 'the valvecasing showingv the valveslin different positions. Fig. 2 is a partial end view ofthe casing. Figs. 1c and 1d are sections of parts of the valve. Figs. 5 and 6 are longitudinal sections of the valve-casing connected to the main-air pipe showing the discharge valve in different positions and Figs. 5a, 5l and 5c arel sections and a view of parts of this valve. i

In Figs. 1, 2, 3 and 4 A is the valve casingwith covers O and C screwed to it, the bosses A being provided for such purpose. p

The valve-casing A has a diaphragm or divisional piece A2 with a wide aperture 'A2 which establishes free communicationv between the spaces on both sides of the divisionI A2. There are in these spaces reciprocating valves D and E, which are accurately but freely fitted in brass cylinders B B with which the casing is lined. The valves have grooves D E into which enter loosel)7 screw pins A4A5 which prevent the valves from movingin a rotary direction. Packing-rings d, e are provided to insure a perfect airtight lit in the casing. Y

The valve casing and the brass sleeves B B have openings A6 A7 and AB by means of which the former is connected respectively with the auxiliary air-reservoir through A6 with the brake cylinder through A7 and with the main air pipe throughAS. Besides these openings the valve casing contains an opening A9 (closed by a screw nut) for the reception of small quantities of condensed water and to the further opening A10 a valve chamber I-I is applied which contains a valve H having openings H2 H2. This valve H is supported by a very sensitive spring. (Fig. 1d shows the valve H in cross section.) In the brass cylinderB is a port bestablishing communication between the main air pipe and auxiliary air-reservoir in the normal position ot` thev valve D (Fig. 1) and an aperture' b leading to passage A7.

The cover C is traversed by an airtight valve or pin c, by means of which the valve E can be moved inwardly.

In a cut out portion of the valve D there rests a block D2 having a stud, which projects into the periphery of the valve and by which the block D2 is moved simultaneously with the valve D. The block D2 slides air `tight over the apertnresb and a. The slide yD2 has a recess D3 which during the normal position ofthe valvefFig. 1) establishes a constant communication between the brake cylinder` and the open airthrough A'I b and a..

. In order to resist heavy shocks the valve D has its interior covered with leather l. Its movement is limited by the abutment of the division A2 and by that of the cover C, and

it is regulated by thek bilder K and the spring N,',which isfkept compressed in the interior of the division A2 and by the discharge valve E, the latter valve being continually pressed toward the cover C with sufficient force to yovercome the friction occasioned by both valves Dvand E and their blocks.

The valve E has a hollow extension E2 supporting and guiding the buder K, which enters `it when the spring N is further cornpressed by the movements of the valves D and E. The valve E has'a cutout portion containing a block E3, which is provided with an elongated opening E4 (Fig. le) and in its top a small opening E5, which provides a contracted passage between the main air pipe and the'space behind the valve E.

, The manner in which the valves operate is as follows: When compressed air is admitted to the valve-casing from the main air pipe, the valve D is moved toward the cover C and so brought into its tirst or normal position as shown in Fig. 1. The compressed air now passes through the groove b andenters the auxiliary cylinder by way of the pipe A6. At the same time it passes through A3 and E5 behind the valve E until equilibrium in the whole valve-casing is established. Slight differences of pressure in the main-air-pipe and auxiliary reservoir are equalized without IOO moving the valves D and E,butwhen the press ure in the main pipe becomes reduced or falls below the pressure in the auxiliary reservoir, the valve D, by reason of the greater pressure of air in this reservoir, moves toward the buffer K, thus coming into its second p0- sition (Fig. 3) cutting off the communication through the port b between the main pipe A8 and the auxiliary reservoir and also the pas sage A7 b D3 a from the brake cylinder to the open air. When the reduction ot' pressure in the main-pipe increases, the spring N is compressed by the valve D, which now uncovers the aperture b', so that compressed air of the reservoir enters the brake cylinder in small quantities thus applying the brakes slightly. As soon as the pressure in the reservoir has been nearly reduced `to a pressure equal to that in the main pipe, the valve D will move back to its second position (Fig. 3) under the influence of the spring N, so that no more air can then enter the brake cylinder nor escape from it. By repeating thus the admission of small quantities of comressed air to the brake cylinder through b A3, the brakes can be applied gradually with any desired amount of force. When it is desired to put on thebrakes with more speed and energy, the pressure in the main-pipe must be steadily more reduced. The valve D will then be moved farther to the right and come into its extreme or third position, (Fig. 4.) The oblong apertures b', A7 are then fully uncovered and compressed air from the auxiliary reservoir enters freely the brake cylinder operating the brakes with full force until the pressure in said reservoir becomes equal to that in the main-pipe, the valve D being then b rought back in its second position. D nring these operations the discharge valve E remains inactive in its place as the pressure of the small quantity of air behind the valve E is easily reduced through the passage Ein the same degree as the pressure in the main pipe is gradually diminished so that the valve E will not move. When on the contrary the pressure in the main pipe is suddenly reduced, the compressed air behind the valve E can not escape in time through the small passage E5, so that the valveis moved by the air behind it to the position shown in Fig. 4. The valve D then allows air from the reservoir to enter freely into the brake cylinder. By the valve E the wide opening E4 is brought into connection with A10, allowing airof the main pipe to escape in the open air through A8 A3 E4 A10, thus eiecting a speedy discharge ot the main air pipe throughout its entire length and an accelerated operation of al1 brakes. For that purpose the valve chamber H heretofore described, is screwed on A10. The compressed air passes from A10 through the oblong openings H2 and by the pipe H3 to the brake-cylinder, where it contributes to the operation of the brakes. A return of compressed air from the filled brake cylinder to the partially emptied main pipe is prevented by the valve H.

The automatic operation of the compressed air brakes is greatly increased in case of acci-` dents by means of the pin c, when the last two or three millimeters of traverse of the pressed in buffers of the carriage are used to move a lever y, pivoted ate', in the direction of the arrow Fig. 5. By means of the lever y not shown and of any suitable construction the pin c, being pressedin the opposite direction, moves the valve E inwardly thus eecting a sudden discharge of -the main pipe through A3 E4 A10 and applying all brakes with full force before impending shocks arrive.

The manner in which the discharge valve operates for all kinds of brakes so as to transform them into quick-acting brakes by eifecting an accelerated discharge of the main pipe throughout its entire length is illustrated in Figs. 5 and 6.

The valve-casing A has no controlling valve and is connected to the main air pipe P bya single connection. The same letters of reference indicate the same parts in this valve as in the combined controlling and discharge? valve of Figs. l to 4.. y

V is avessel to enlarge the space behind the valve. It has a cock 'v to draw oft the condensed water. The butter K is formed in this valve of an abutment K of the cover C, by which the movement of the valve E is limited. The spring N presses it against the cover C. The block E3 is a longer one. Fig. 50 is a plan view and Fig. 5a a cross section on the line y ,e of it and of the valve casing A. Fig. 5c is a cross section of the valve H showing the location of the oblong openings H0 and of the pipe H3 to the brake cylinder. Fig. 5 shows the normal position of this valve. When, however, the pressure in the main pipe P is suddenly reduced, the valve will move to the lett by the pressure of the compressed air behind the valve and in the vesselV and then uncovers A10, so that compressed air of the main pipe escapes in the open air through AB E4 A10 or to the brake cylinder by the pipe H3, where it contributes to the operation of the brakes as heretofore mentioned. The valve returns in a few moments to its normal position (Fig. 5) by the action of the spring. Brakes can thus be operated in the ordinary manner with any desired amount of force without any risk being incurred that they will operate suddenly with full force against the intention of the driver.

The action of the pin or valve c is the same as heretofore described.

Having now described my invention, what I claim is l. In combination with a cylinder A, a train pipe connection therewith, a discharge pipe H3, port A10 in the cylinder, a valve'E having a flange covering said port and provided with an opening therein registering with said port in one position, a contracted passage through IOO IIC

said valve to the pressure side of the valve and a chamber in rear of the Valve, a pin c engaging said valve and extending outside the cylinder, the said pin being adapted to move said valve to uncover the discharge, substantially as described.

2. In combination with the cylinder A, the projection A2, an inlet from the train pipe, an auxiliary reservoir in connection with said cylinder, a connection from the brake cylinder and an outlet to the outside air, a valve D controlling the ports leading to the auxiliary reservoir, the brake cylinder and the outside air, a spring pressed plunger K carried by the central projection, a discharge 

